Method of determining the load on a vehicle occupant

ABSTRACT

The load acting on the body of a belted-in vehicle occupant restrained by a seat belt is determined by providing electrical signals from occupant restraint device sensors. The electrical signals are then evaluated with an evaluating device, wherein the movement of a seat belt webbing influenced by the body of the belted-in vehicle occupant is scanned and a corresponding signal is fed to the evaluating device.

FIELD OF THE INVENTION

The invention relates to a method for determining the load acting on thebody of a vehicle occupant restrained by a seat belt, wherein electricalsignals from occupant restraint device sensors are evaluated in anevaluating device.

BACKGROUND OF THE INVENTION

DE 297 17 477 U1 teaches a seat belt retractor in which the windingstate of the seat belt is determined by a belt reel sensor, which,acting as an incremental sensor, detects the rotational position of thebelt reel. The corresponding signals are fed together with other sensorsignals to an electronic unit present in the vehicle, which contains amicrocomputer with microprocessor and associated memories, forevaluation of the signals. Depending on the signal evaluation, givensafety devices of the vehicle occupant restraint system, such as a belttightener, an airbag, a belt buckle and the like are actuated.

It is known from WO 85/04628 to trigger the blocking device, with whichthe belt reel is blocked in the seat belt retractor, as a function ofrotational angle signals that are obtained from scanning of the beltreel.

It is further known from U.S. Pat. No. 6,290,159 B1 to adjust therestraining force of a belt force limiter as a function of signalsobtained from scanning of the rotating movement of the blocked beltreel.

In the present invention the movement of the webbing of the seat beltcaused by the body of the belted-in vehicle occupant is scanned and acorresponding electrical signal is fed to the evaluating device. Thewebbing movement may be a webbing movement directed in the webbingtake-up direction by a belt tightener drive or a webbing extractionmovement. The webbing extraction movement may be caused by forwarddisplacement of the belted-in vehicle occupant or by a webbingextraction movement effected manually by the vehicle occupant. Thewebbing extraction movement effected in particular by forwarddisplacement, for example by increased acceleration, may be effectedagainst a restraining force with a given force characteristic curve. Theforce characteristic curve may correspond substantially to the profileof a spring force characteristic curve. Scanning is preferably performedof webbing movement that takes place against the restraining force of aforce limiter in which energy is absorbed by material deformation. Sucha belt force limiter may take the form of a torsion bar, which isarranged inside the belt reel. Such a belt force limiter is known fromU.S. Pat. No. 6,290,159 B1 for example.

SUMMARY OF THE INVENTION

There is provided in accordance with the present invention a method fordetermining the load acting on the body of a belted-in vehicle occupantrestrained by a seat belt comprising the steps of providing electricalsignals from occupant restraint device sensors; and evaluating saidelectrical signals with an evaluating device, wherein the movement of aseat belt webbing influenced by the body of the belted-in vehicleoccupant is scanned and a corresponding signal is fed to the evaluatingdevice.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram of an exemplary embodiment of a device withwhich the invention may be performed.

FIG. 2A is a graphic representation of the change over time in therotational angle of the belt reel in the event of a major crash.

FIG. 2B is a graphic representation of the change over time in therotational angle speed of the belt reel in the event of a major crash.

FIG. 2C shows the change over time in rotational angle acceleration ofthe belt reel in the event of a major crash.

FIG. 3A is a graphic representation of the change over time in therotational angle in the event of a minor crash.

FIG. 3B is a graphic representation of the change over time inrotational angle speed in the event of a minor crash.

FIG. 3C is a graphic representation of the change over time inrotational angle acceleration in the event of a minor crash.

FIG. 4 is a graphic representation for determining the force, influencedby damping behavior, which is exerted on the belted-in vehicle occupantupon tightening of the seat belt.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 is a block diagram of an exemplary embodiment of a device withwhich the invention may be performed. A belt reel 1 is arranged in aseat belt retractor 13, in particular a seat belt retractor that is acomponent of a three-point seat belt system of a motor vehicle, forretraction and extraction of seat belt webbing 15. Torque from a belttightener drive, in particular an electric motor 14 is transmitted tothe belt reel 1 via a rotor 2. The rotor 2 is preferably the rotor ofthe electric motor 14, but may be a rotor arranged outside the belttightener drive. A torque transmission device 7, which may take the formof a clutch, a gear and the like, is located between the rotor 2 and thebelt reel 1. The torque transmission device 7 may be externallycontrolled or automatically switchable. The torque transmission devicemay comprise a damping device with particular damping behavior.

The drive force generated by a belt tightener may be transmitted to thebelt reel with particular damping behavior, exhibited by the forcetransmission section between belt tightener and belt reel. Fromdetermination of the belt webbing movement, in particular in the webbingtake-up direction or by scanning the rotational angle of the belt reel,and the known damping behavior of the force transmission section, theforce or load exerted by the seat belt on the vehicle occupant may bedetermined. The force limiting behavior of a belt force limiter may beadjusted as a function thereof.

In the exemplary embodiment, a rotational angle sensor 5 is provided forscanning the extraction or take-up movement of the seat belt webbing 15,which is not shown in any more detail. The rotational angle sensor 5supplies electrical signals to an evaluating device 3 that areproportional to the respective rotational angles of the belt reel 1.

Belt webbing movement is preferably scanned within the elasticdeformation range of the belt force limiter. In this way, earlydetection of the forces exerted on the body of the vehicle occupant viathe applied seat belt is achieved. The severity of the crash may bedetermined by corresponding evaluation of the profile over time of thechange in extracted webbing length and/or the webbing extraction speedand/or the webbing extraction acceleration. Scanning of the rotatingmovement, in particular rotational angle scanning, of the belt reel maybe carried out in this respect.

A rotational angle sensor 6 supplies electrical signals to theevaluating device 3 that are proportional to the respective rotationalangles of the rotor 2 of the electric motor 14.

The evaluating device 3 preferably is an electronic unit, which includesa microcomputer with microprocessor and associated memories. Interfacesare provided in a known manner for converting the electrical signalscoming from the rotational angle sensors 5, 6 into computer-readableformats and for converting the data coming from the microcomputer of theevaluating device 3 for actuation of peripheral devices, in particularthe safety devices of the vehicle occupant restraint system.

The evaluating device 3 is preferably be a component of a centralcomputer unit in the motor vehicle, wherein the electrical signals fromthe rotational angle sensors and the signals output by the evaluatingdevice are conveyed via a serial bus system of the vehicle, for examplea CAN bus.

In determining the severity of a crash, in particular determining theload acting on the body of a vehicle occupant restrained by the seatbelt of the device described, only the rotational angle sensor 5 for thebelt reel 1, a belt force limiter 11 and the evaluating device 3 arenecessary. The belt force limiter 11 is preferably constructed such thatits energy-absorbing action is achieved by deformation of a component.To this end, the belt force limiter 11 preferably is a torsion bar,which is incorporated in a known way in the belt reel 1, for example astaught in U.S. Pat. No. 6,290,159 B1.

Scanning of the rotating movement of the belt reel allows detection ofthe size of the locking path of the locking device, in particular theblocking catch, upon main locking of the belt reel during normaloperation and preferably after tightening. For simplified unlocking, thebelt reel is turned in the opposite rotational direction, preferably bythe electromotive drive, over an angular range corresponding at least tothe locking path.

In conjunction with determination of the longitudinal positioning of theseat occupied by the vehicle occupant and the length of webbingextracted from the parked position, a fundamental value may be obtainedfor the weight of the belted-in vehicle occupant, in particular byscanning the rotational angle of the belt reel. As a function of thisfundamental value, restraint parameters may then be preset, inparticular stages of the belt webbing force limiter, for example thetorsion bar.

If, in a crash, the vehicle occupant in the vehicle seat is displacedforwards after blocking of the blockable belt reel portion againstfurther rotation, the body of the vehicle occupant is restrained with arestraining force preset by the belt force limiter, against whichrestraining force the rotatable belt reel portion rotates withforce-limited belt extraction. Deformation of the belt force limiterinitially proceeds within the elastic deformation range, wherein thereoccurs a change over time in the rotational angle according to FIG. 2Aor 3A from the time t₀, which is the start of belt force limiterdeformation, to the time t₁, which is the end of elastic deformation ofthe belt force limiter. Deformation going beyond t₁ lies within theplastic deformation range of the belt force limiter. In the plasticdeformation range, the change over time in the rotational angle of thebelt reel 1 is substantially linear. FIGS. 2B or 3B and 2C or 3C showthe changes over time in rotational angle speed and rotational angleacceleration respectively. The rotational angle is measured by therotational angle sensor 5 for the belt reel 1 and supplied to theevaluating device 3. The curve shown in FIG. 2A or 3A for the profileover time of the change in rotational angle is then obtained from therespective measured rotational angle values. A first differentiationthen proceeds in the evaluating device 3 after the time required fordetecting the change over time in the rotational angle speed inaccordance with the graphic representation in FIG. 2B or 3B. From afurther differentiation procedure there is then obtained the change overtime in rotational angle acceleration according to FIG. 2C or 3C.

From this evaluation, in particular by comparison with stored curveprofiles, the severity of the crash may be determined. Appropriate curveprofiles may be defined as threshold values. If these are reached orexceeded, appropriate safety devices, for example additional powertightening of the seat belt, are activated. To this end, correspondingsignals may be supplied from the evaluating device 3 to a control device4 for controlling the power supply to the electric motor 14.Corresponding electrical activation signals may be supplied from theevaluating device 3 to an airbag device 12, wherein a given inflationlevel may optionally be preset for the airbag to be activated. Seatposition and seat back adjustment, headrest adjustment etc. may beactivated.

FIG. 2A shows the curve profile for the change over time in therotational angle of the belt reel 1, resulting from the respectiveelectrical signals of the rotational angle sensor 5, for a major crash.FIG. 2C shows the profile over time, resulting therefrom, of therotational angle acceleration, which is proportional to the load exertedon the body of the vehicle occupant by the seat belt webbing.

FIG. 3A shows the change over time in the rotational angle of the beltreel 1 in a minor crash. FIG. 3C shows the resultant change over time inrotational angle acceleration.

In FIGS. 2A-2C and 3A-3C it is clear that a statement is obtained overthe severity of the crash by the electrical signals of the rotationalangle sensor 5 which scans the rotating movement of the belt reel 1. Theseverity of the crash is preferably established within the range ofelastic deformation of the energy absorber, i.e. within the period t₀ tot₁. A very early statement is then obtained about the severity of thecrash. The corresponding safety devices, such as a belt tightener,airbag system and optionally seat back adjuster and headrest adjuster,are then initiated as a function thereof. This is effected bycorresponding signaling by the evaluating device 3. The profiles overtime of the acceleration changes according to FIGS. 2C and 3C inparticular show clear differences as a function of the severity of thecrash.

The result of crash severity determination may optionally be stored inthe evaluating device 3 for transmission of these data for theinitiation of appropriate rescue measures. For example, the informationmay be transmitted to a rescue station by telecommunication.Furthermore, information about seat occupancy and thus the number ofvehicle occupants may be obtained from the respective electrical signalor from the corresponding measurement data.

With the above-described mode of operation of the exemplary embodiment,only the electrical signals of the rotational angle sensor of the beltreel 1 are required for evaluation in the evaluating device 3. As afunction of these electrical signals, further functions of the seat beltretractor and seat belt system may be controlled and monitored. This mayfor example comprise the detection of a reference variable for thelength of extracted belt webbing after application of the seat belt andafter removal of any belt slack which may be present. Furthermore,excessive belt webbing extraction may then be detected if the vehicleoccupant is out of position (OOP). During normal travel, belt slack maybe measured and detected on the basis of the reference variable of thebelt webbing extraction length. Locking of the belt reel may be detecteddue to stopped belt extraction. In connection with the longitudinal seatposition and the length of webbing extracted from the parked position,it is possible to obtain a measured variable for the weight of thevehicle occupant, wherein, as a function of this measured variable,presetting of the safety devices, in particular the force limiter stage,may be performed using an adjusting device 10. If a given length ofextracted belt webbing is exceeded, the seat belt retractor may beadjusted into a blocking readiness state, in particular a preblockingstage, for child seat restraint or for restraining a large object on thevehicle seat, in particular it may assume a preblocking state. Thisoperating state may be established by an appropriate, in particularelectromagnetic actuating device 9, which may act on a preblocking catchand is triggered by the evaluating device 3.

The webbing extraction speed or acceleration or the rotational anglespeed or acceleration of the belt reel, which are available aselectrically or electronically detected measurement data, may be usedfor a belt webbing sensor (web sensor) function. Upon actuation, thecentrifugal force-sensitive belt webbing sensor conventionally producesa connection between the belt reel and a control element to bring aboutblocking readiness, in particular the preblocking stage of the seat beltretractor. In this way, the seat belt retractor may be adjusted intoblocking readiness, for example a preblocking stage. However, it is alsopossible to use the belt webbing sensor function for direct adjustmentof the belt reel into its blocked state. In this respect, anelectromagnetic actuating device may be used to actuate the blockingdevice, in particular a blocking catch.

If the torque transmission device 7, which constitutes the forcetransmission section between the belt tightener drive, for example theelectric motor 14, and the belt reel 1, exhibits predetermined dampingbehavior due to a damping device, early determination of the forceacting between the seat belt and the belted-in vehicle occupant may beachieved. Due to the scanned belt extraction or rotational angle of thebelt reel 1 and the known damping behavior, the force exerted on thebody of the vehicle occupant by the seat belt webbing may be determinedin the evaluating device 3.

FIG. 4 is a graphic representation for determining the force, influencedby damping behavior, which is exerted on the belted-in vehicle occupantupon tightening of the seat belt. The belt webbing is extracted from thebelt reel 1 with particular damping behavior in the case offorce-limited belt webbing extraction. The rotational angle values areplotted on the x-axis and the belt force values on the y-axis, thelatter being influenced by the damping behavior. To this end, a dampingelement is activated when the seat belt retractor is locked. As afunction of the measured rotational angle of the belt reel 1, the beltforce acting on the body of the vehicle occupant may then be determinedin the evaluating device 3. The adjusting device 10 for the belt forcelimiter may be triggered as a function of this belt force determination.In this way, an adjustment of the force limiting behavior of the beltforce limiter conformed to the respective load may be achieved as afunction of the body size and body weight of the belted-in vehicleoccupant.

In combination with the electrical signals of the rotational anglesensor 6, which scans the rotating movement of the rotor 2, inparticular the electric motor rotor, further functions, in particulardiagnostic and monitoring functions, may be obtained for the seat beltsystem.

In the event of simultaneous interrogation of belt reel 1 and rotor 2with regard to rotational angle, it may be established by appropriateassociation, in particular comparison, of the electrical signals of thetwo rotational angle sensors 5, 6 in the evaluating device 3, whetherthe seat belt retractor 13 is properly fulfilling the desired function.For example, it may be detected whether the torque generated by the belttightener drive, in particular the electric motor 14, for tightening thebelt webbing is transmitted to the belt reel 1 via the torquetransmission device 7, in particular the clutch. For example,“overtaking” of the belt webbing retraction effected by the electricmotor 14 by the return force acting on the belt reel 1 of the motivespring of the seat belt retractor 13 may be detected. This “overtaking”creates the risk that the clutch acting between the belt tightenerdrive, in particular the electromotive drive, and the belt reel will notengage properly, such that, when the motive spring finishes acting, thetorque supplied by the belt tightener drive, in particular the electricmotor, is not transmitted to the belt reel and is lost. In this case,the belt reel 1 rotates at a higher rotational angle speed than isachieved by the belt tightener drive, in particular the electric motor14. Brief switching off may then be effected by an appropriate commandto the control device 4 of the electric motor 14, such that, as theeffect of the motive spring subsides or the motive spring action isended, the electric motor 14 is started again and the torquetransmission device 7 transmits the torque from the electric motor 14 tothe belt reel 1 after engagement of the clutch or the like. The torquetransmission device 7 may to this end be triggered appropriately by anelectrical signal from the evaluating device 3. By the combinedevaluation of the belt extraction movement and the rotating movement ofthe rotor, which transmits the torque generated for tightening, suchovertaking may be detected early. The motive tightener drive may then bebriefly switched off and switched on again when the clutch is properlyengaged. The following diagnosis and monitoring functions areadditionally provided.

Situations may be detected in which emergency locking of the belt reel 1of the seat belt retractor 13 is necessary. Such a situation may arisewhen seat belt tightening starts too late and the body of the vehicleoccupant is already in the forward displacement phase. The retractionforce generated by the tightener drive may be too slight in the initialphase to stop the forward displacement of the vehicle occupant. In thiscase, the belt webbing 15 is extracted from the belt reel 1 in theextraction direction despite the belt tightener drive being switched on.This situation may be detected by combined scanning of the rotortransmitting the tightener torque and the belt reel. To stop the forwarddisplacement of the vehicle occupant, emergency locking of the belt reelis then activated, preferably an electromagnetically actuated catch,which blocks further rotation of the belt reel.

Emergency locking may be triggered by a signal from the evaluatingdevice 3 supplied to an emergency locking device 8, if, when theelectric motor 14 is switched on, the belt reel 1 is turned in the beltextraction direction to tighten the seat belt. The emergency lockingdevice 8 may to this end comprise an electromagnetic actuator, whichacts on the main locking catch for the belt reel 1.

To simplify unlocking of the belt reel, an unlocking signal may besupplied to the control device 4 of the electric motor 14, such that thebelt reel 1 is turned in the opposite direction at least by a rotationalangle corresponding to the locking path.

Many changes and modifications in the above described embodiment of theinvention can, of course, be carried out without departing from thescope thereof. Accordingly, that scope is intended to be limited only bythe scope of the appended claims.

I claim:
 1. A method for determining the load acting on the body of abelted-in vehicle occupant restrained by a seat belt comprising thesteps of: providing electrical signals from occupant restraint devicesensors; and evaluating said electrical signals with an evaluatingdevice, wherein the movement of a seat belt webbing influenced by thebody of the belted-in vehicle occupant is scanned and a correspondingsignal is fed to the evaluating device, wherein a locking path of a beltreel covered in reaching a state blocked against webbing extraction ismeasured and, on unlocking, the belt reel is turned in the oppositedirection at least over an angular zone corresponding to the lockingpath, in particular by the torque generated by the electrical drive. 2.The method of claim 1, wherein a belt extraction movement is measuredwhich proceeds against a restraining force with a given characteristiccurve.
 3. The method of claim 2, wherein the force characteristic curvecorresponds substantially to the profile of a spring forcecharacteristic curve.
 4. The method of one of claim 1, wherein the seatbelt webbing movement is scanned which takes place against therestraining force of a belt force limiter which absorbs energy bydeforming a belt force limiter.
 5. The method of claim 4, wherein theseat belt webbing movement is scanned within the elastic deformationrange of the belt force limiter.
 6. The method of claim 1, wherein theseverity of a crash is determined upon evaluation of the electricalsignals representing the webbing movement.
 7. The method of one claim 1,wherein a profile over time of a change in extracted webbing lengthand/or webbing extraction speed and/or webbing extraction accelerationis detected.
 8. The method of claim 1, wherein the rotating movement ofthe belt reel of the seat belt retractor is scanned.
 9. The method ofclaim 7, wherein the profile over time of the change in the rotationalangle of the belt reel and/or the rotational angle speed of the beltreel and/or the rotational angle acceleration of the belt reel is/aredetected.
 10. The method of claim 1, wherein determination of thewebbing speed or webbing extraction acceleration is used as a beltwebbing sensor function.
 11. The method of claim 1, wherein anelectrical signal and/or a result obtained from evaluation of theelectrical signal is/are stored.
 12. The method of claim 1, wherein anelectrical signal and/or a result obtained from evaluation thereof isused as an indication of seat occupancy.
 13. The method of claim 1,wherein an electrical signal and/or a result obtained from evaluation ofthe electrical signal is compared with at least one correspondingthreshold value.
 14. The method of claim 1, wherein at least one safetydevice of the vehicle occupant restraint system is activated as afunction of the electrical signal and/or the result determined uponevaluation.
 15. The method of claim 13, wherein at least one safetydevice of the vehicle occupant restraint system is activated if thethreshold value is reached or exceeded.
 16. The method of claim 11,wherein the information obtained from the measurement data and/or theresult determined from evaluation of the measurement data is retrievedor passed on by telecommunication.
 17. The method of claim 16, whereinthe information is transmitted to a rescue station.
 18. The method ofclaim 1, wherein torque generated by a drive is transmitted to the beltreel of the seat belt retractor for control of at least one safetydevice of the vehicle occupant restraint system.
 19. The method of claim17, wherein an electrical drive is used.
 20. The method of claim 18,wherein the torque is transmitted to the belt reel with given dampingbehavior.
 21. The method of one claim 18, wherein the load exerted onthe belted-in vehicle occupant by the seat belt is determined from themeasurement result for webbing movement and/or belt reel movement andthe damping behavior.
 22. The method of claim 21, wherein the forcelimiting behavior of the belt force limiter is adjusted as the functionof the determined load.
 23. The method of claim 1, wherein, in additionto scanning of the webbing movement, in particular the rotating movementof the belt reel, the rotating movement of a rotor is scanned, by whicha torque generated by a drive is transmitted to the belt reel of theseat belt retractor and corresponding measurement data are supplied tothe evaluating device.
 24. The method of claim 23, wherein the rotatingmovement of the electric motor rotor is scanned.
 25. The method of claim18, wherein functions of components of the seat belt system arediagnosed or monitored from the measurement data relating to webbingmovement and rotor movement, in particular the rotating movements of thebelt reel and rotor.
 26. The method of claim 25, wherein the scanningmeasurement data relating to webbing movement and rotor movement, inparticular the rotating movements of the belt reel and the rotor, arecompared with desired values.
 27. The method of claim 1, wherein, afterbelting-in, the length of the extracted seat belt webbing is measured asa reference variable.
 28. The method of claim 27, wherein the belted-inoccupant may be detected as being out of position from a length ofextracted webbing exceeding the reference variable.
 29. The method ofclaim 27, wherein a reference variable is measured after removal of beltslack.
 30. The method of claim 27, wherein belt slack arising duringoperation of the vehicle is determined by comparing the length ofextracted webbing with the reference variable.
 31. The method of claim 1wherein locking of the belt reel is detected from the measurement dataobtained from belt extraction scanning or belt reel rotation.
 32. Themethod of claim 1, wherein, in the event of tightening of the seat belt,the webbing movement is scanned, in particular by scanning of therotating movement of the belt reel, and, if belt extraction is measured,locking of the belt reel is activated.
 33. The method of claim 1,wherein positioning of the vehicle seat occupied by the occupant in thevehicle and the length of extracted webbing, in particular the referencevariable for the length of extracted webbing, are measured and safetydevices of the vehicle occupant restraint system are adjusted as afunction of these measured values.
 34. The method of claim 1, whereinthe seat belt retractor is set in blocking readiness when a givenwebbing extraction length is exceeded.